System and Method for Pre-Conditioning Pneumatic Tires Prior to Mounting Same Onto a Wheel

ABSTRACT

A tire pre-conditioning system includes a first mandrel, a second mandrel spaced apart from the first mandrel, and a controller in communication with the first mandrel and the second mandrel. The first mandrel is fixedly attached to a first shaft and including a first tapered sidewall. The second mandrel is fixedly attached to a second shaft and including a second tapered sidewall. The controller is operable to axially move the first mandrel and the second mandrel toward one another until the first and second tapered sidewalls are opposing respective beads of a tire, and supply pressurized fluid into an internal cavity of the tire to inflate the tire. The inflating causing the beads to move relative to mandrels while contacting the opposing respective tapered sidewalls to burnish the beads of the tire.

CROSS-REFERENCE TO RELATED APPLICATIONS

This U.S. patent application claims priority to U.S. ProvisionalApplication 62/237,958 filed on Oct. 6, 2015 the disclosure of which isconsidered part of the disclosure of this application and is herebyincorporated by reference in its entirety

TECHNICAL FIELD

This disclosure relates to pre-conditioning pneumatic tires, and moreparticular to a system and method for pre-conditioning a pneumatic tireprior to mounting the tire onto a wheel.

BACKGROUND

Wheel-tire assemblies support vehicles upon a ground surface and permitvehicles to move relative to the ground surface when the wheel-tireassemblies rotate. Pneumatic tires forming these wheel tire-assembliesare associated with inherent structural non-uniformities that may causeobjectionable vibrations throughout the vehicle. To provide uniformityto a tire prior to mounting the tire onto a wheel, it is known, toburnish the beads of the tire, remove small pieces of mold flash andother surface anomalies from the tire, and generally condition aninterface surface of the tire so that the tire may effectively seat ontothe corresponding wheel.

SUMMARY

One aspect of the disclosure provides a tire pre-conditioning systemincluding a first mandrel, a second mandrel axially spaced apart fromthe first mandrel, and a controller in communication with the firstmandrel and the second mandrel. The first mandrel is fixedly attached toa first shaft for common rotation about a longitudinal axis. The firstmandrel includes a first tapered sidewall. The second mandrel is fixedlyattached to a second shaft for common rotation about the longitudinalaxis. The second mandrel includes a second tapered sidewall. Thecontroller is operable to axially move the first mandrel and the secondmandrel toward one another until the first tapered sidewall of the firstmandrel is in opposed contact with a first bead of a tire and the secondtapered sidewall of the second mandrel is in opposed contact with asecond bead of the tire. The tire is disposed between the first mandreland the second mandrel and coaxial with the longitudinal axis. Thecontroller is also operable to rotate the first mandrel and the secondmandrel about the longitudinal axis relative to the tire to cause thefirst tapered sidewall to burnish the first bead of the tire and thesecond tapered sidewall to burnish the second bead of the tire.

Another aspect of the present disclosure provides a tirepre-conditioning system including a first mandrel fixedly attached to afirst shaft and a second mandrel axially spaced apart from the firstshaft and fixedly attached to a second shaft. The first mandrel includesa first tapered sidewall and the second mandrel includes a secondtapered sidewall. A controller in communication with the first mandreland the second mandrel is operable to axially move the first mandrel andthe second mandrel toward one another until the first tapered sidewallof the first mandrel is opposing a first bead of a tire and the secondtapered sidewall of the second mandrel is opposing a second bead of thetire. The tire is disposed between the first mandrel and the secondmandrel and coaxial with a longitudinal axis defined by the first shaftand the second shaft. The controller is further configured to supplypressurized fluid into an internal cavity of the tire to inflate thetire. The inflating of the tire causes the first bead to move relativeto the first mandrel while contacting the first tapered sidewall toburnish the first bead of the tire, and the second bead to move relativeto the second mandrel while contacting the second tapered sidewall toburnish the second bead of the tire.

Implementations of the disclosure may include one or more of thefollowing optional features. In some implementations, the systemincludes a first linear actuator and a first rotary drive unit each incommunication with the controller and the first shaft, and a secondlinear actuator and a second rotary drive unit each in communicationwith the controller and the second shaft. In these implementations, thefirst linear actuator is configured to axially move the first shaft in afirst direction toward the second shaft and a second direction away fromthe second shaft, and the second linear actuator is configured toaxially move the second shaft in the direction toward the first shaftand the first direction away from the first shaft. In theseimplementations, the first rotary drive unit is configured to rotate thefirst shaft about the longitudinal axis and the second rotary drive unitis configured to rotate the second shaft about the longitudinal axis.

In some examples, the system further includes a first air pressuresource in communication with the controller and configured to supplypressurized fluid to an internal cavity of the tire to inflate the tirewhen the first tapered sidewall is in opposed contact with the firstbead and the second tapered sidewall is in opposed contact with thesecond bead. The first shaft may define a first slip sleeve configuredto direct the pressurized air from the first air pressure source to theinternal cavity of the tire. In some configurations, the system furtherincludes a second air pressure source in communication with thecontroller and configured to pressurized fluid to the internal cavity ofthe tire to inflate the tire when the first tapered sidewall is inopposed contact with the first bead and the second tapered sidewall isin opposed contact with the second bead. In these configurations, thefirst and second air pressure sources supply the pressurized fluid tothe internal cavity concurrently. The second shaft may define a secondslip sleeve configured to direct the pressurized air from the second airpressure source to the internal cavity of the tire.

At least a portion of the first tapered sidewall and the second taperedsidewall may include abrasive materials that may be impregnated withinthe first tapered sidewall and the second tapered sidewall. Additionallyor alternatively, an exterior surface of at least one of the firsttapered sidewall or the second tapered sidewall is roughened. IN someexamples, at least one of the first tapered sidewall or the secondtapered sidewall includes a circumferential burnishing region defined bya series of apertures formed through the at least one of the firsttapered sidewall or the second tapered sidewall. In these examples, oneor more of the apertures may be defined by cambered walls configured toshave off excess tire material. In some implementations, acircumferential axial stop radially protrudes from at least one of thefirst tapered sidewall or the second tapered sidewall. The axial stop isconfigured to limit axial movement of the tire when the first taperedsidewall is in opposed contact with the first bead of the tire and thesecond tapered sidewall of the second mandrel is in opposed contact withthe second bead of the tire.

Another aspect of the disclosure provides a method of pre-conditioning apneumatic tire. The method includes positioning the tire in a tire vicebetween a first mandrel and a second mandrel axially spaced apart fromthe first mandrel. The first mandrel and the second mandrel are eachfixedly attached to a respective shaft for common rotation about alongitudinal axis. The method further includes axially moving the firstmandrel and the second mandrel toward one another in opposite directionsuntil a first tapered surface of the first mandrel is in opposed contactwith a circumferential first bead of the tire and a second taperedsidewall of the second mandrel is in opposed contact with acircumferential second bead of the tire. When the first tapered surfaceis in opposed contact with the first bead and the second taperedsidewall is in opposed contact with the second bead, the method includesrotating the first mandrel and the second mandrel about the longitudinalaxis relative to the tire to remove excess tire material from the firstbead and the second bead, axially moving the first mandrel and thesecond mandrel away from one another, and removing the tire from thetire vice.

Another aspect of the present disclosure provides a method ofpre-conditioning a pneumatic tire. The method includes positioning thetire in a tire vice between a first mandrel and a second mandrel axiallyspaced apart from the first mandrel. The first mandrel and the secondmandrel are each fixedly attached to a respective shaft defining alongitudinal axis. The method further includes axially moving the firstmandrel and the second mandrel toward one another in opposite directionsuntil a first tapered surface of the first mandrel is opposing acircumferential first bead of the tire and a second tapered sidewall ofthe second mandrel is opposing a circumferential second bead of thetire. When the first tapered surface is opposing the first bead and thesecond tapered sidewall is opposing the second bead, the method includesinflating the tire by providing pressurized fluid from an air pressuresource in fluid communication with an internal cavity of the tire via aslip sleeve defined by the first shaft or the second shaft. Theinflating of the tire removes excess tire material from the first beadand the second bead as the first bead moves relative to the firstmandrel while in contact with the first tapered surface and the secondbead moves relative to the second mandrel while in contact with thesecond tapered surface.

This aspect may include one or more of the following optional features.In some implementations, the circumferential first bead and thecircumferential second bead of the tire each define a respective tireopening coaxial with the longitudinal axis when the tire is positionedin the tire vice between the first mandrel and the second mandrel.Positioning the tire in the tire vice may include positioning anuninflated tire in the tire vice.

In some examples, prior to rotating the first mandrel and the secondmandrel about the longitudinal axis, the method further includesinflating the tire by providing pressurized fluid from an air pressuresource in fluid communication with an internal cavity of the tire via aslip sleeve defined by the first shaft. Moreover, prior to axiallymoving the first mandrel and the second mandrel away from one another,the method may include deflating the tire by opening an air releasevalve disposed in an air conduit fluidly connecting the air pressuresource and the slip sleeve.

The exterior surfaces of the first tapered sidewall and the secondtapered sidewall may be at least one of roughened or comprise abrasivematerials. In some examples, at least one of the first tapered sidewallor the second tapered sidewall defines a circumferential burnishingregion defined by a series of apertures. Additionally or alternatively,at least one of the first tapered sidewall or the second taperedsidewall may include a circumferential axial stop that protrudesradially outward from the at least one of the first tapered sidewall orthe second tapered sidewall.

The details of one or more implementations of the disclosure are setforth in the accompanying drawings and the description below. Otheraspects, features, and advantages will be apparent from the descriptionand drawings, and from the claims.

DESCRIPTION OF DRAWINGS

FIG. 1 is an isometric view of an example tapered mandrel having aleading edge defined by a first radius, a trailing edge defined by asecond radius greater than the first radius, and a tapered sidewallinterconnecting the leading and trailing edges.

FIG. 2A is an isometric view of an example tire pre-conditioning systemincluding a pair of tapered mandrels axially spaced apart from oneanother and configured to move axially toward a central opening of atire disposed axially between the tapered mandrels.

FIG. 2B is an isometric view of the tire pre-conditioning system of FIG.2A showing the pair of tapered mandrels axially moved against beads ofthe tire.

FIG. 3A is an isometric cross-sectional view of an example tirepre-conditioning system including a pair of tapered mandrels axiallyspaced apart from one another and a pneumatic tire disposed between thetapered mandrels.

FIG. 3B is an isometric cross-sectional view of the tirepre-conditioning system of FIG. 3A showing the tapered mandrels axiallymoved against beads of the tire.

FIG. 3C is an isometric cross-sectional view of the tirepre-conditioning system of FIG. 3A showing air pressure sourcessupplying pressurized air into a cavity of the tire.

FIG. 3D is an isometric cross-sectional view of the tirepre-conditioning system of FIG. 3A showing the tapered mandrels rotatingabout a common axis of rotation relative to the tire to burnish thebeads of the tire.

FIG. 3E is an isometric cross-sectional view of the tirepre-conditioning system of FIG. 3A showing air relief valves releasingthe pressurized air from the cavity of the tire.

FIG. 3F is an isometric cross-sectional view of the tirepre-conditioning system of FIG. 3A showing the tapered mandrels axiallymoving in opposite directions away from the tire.

FIG. 4A is an isometric view of an example mandrel including aburnishing region extending circumferentially around a tapered sidewallsurface.

FIG. 4B is a detailed view of the burnishing region of the mandrel ofFIG. 4A showing a series of apertures formed through the taperedsidewall surface to define the burnishing region.

FIG. 4C is a cross-sectional view taken along line 4C-4C of FIG. 4Bshowing abrasive material impregnated into the surface of the sidewallwithin the burnishing region.

FIG. 5 is an isometric cross-sectional view of a tire pre-conditioningsystem including a pair of tapered mandrels each including a respectiveburnishing region for burnishing beads of a tire when the mandrelsrotate about a common axis of rotation relative to the tire.

FIG. 6 is an isometric view of an example mandrel including an axialstop protruding radially outward from a tapered sidewall surface of themandrel and circumferentially extending around the tapered sidewallsurface.

FIG. 7 is an isometric cross-sectional view of a tire pre-conditioningsystem including a pair of tapered mandrels each including acircumferential axial stop protruding radially outward from a taperedsidewall surface for limiting axial movement of bead surfaces of a tirewhen a cavity of the tire receives pressurized air.

FIG. 8 provides an isometric cross-sectional view of a tirepre-conditioning system including a pair of tapered mandrels axiallyspaced apart from one another and a pneumatic tire disposed between thetapered mandrels.

Like reference symbols in the various drawings indicate like elements.

DETAILED DESCRIPTION

Referring to FIG. 1, in some implementations, a mandrel 10 for a tirepre-conditioning system 100 (FIGS. 2A and 2B) includes a leading edge 12having a first radius, a trailing edge 14 having a second radius greaterthan the first radius, and a tapered sidewall 16 interconnecting theleading edge 12 and the trailing edge 14. Accordingly, the mandrel 10may define a conical or frusto-conical shape. The mandrel 10 may includea leading surface 18 having an outer periphery defined by the leadingedge 12 and defining a shaft opening 20 for fixedly mounting the mandrel10 to a rotatable shaft 22 (FIG. 2A). The tapered sidewall 16, orportion thereof, may be associated with a specific roughness and/orgeometry for optimally burnishing a bead T_(BL), T_(BU) (FIGS. 2A and2B) of a tire T in contact therewith when the mandrel 10 rotatesrelative to the tire T while contacting the bead surface T_(BL), T_(BU).A pair of mandrels 10, 10′ (FIGS. 2A and 2B) may cooperate to burnishrespective ones of a circumferential upper bead T_(BU) and acircumferential lower bead T_(BL) of the tire T when each of themandrels 10, 10′ rotate relative to the tire while contacting the beadsT_(BL), T_(BU).

A used herein, the terms “upper”, “lower”, “left”, “right”, and “side”may reference an exemplary tire T and/or components of atire-preconditioning system 100; although such nomenclature may beutilized to describe a particular portion or aspect of the tire T orsystem 100, such nomenclature may be adopted due to the orientation ofthe tire T with respect to the system 100. Accordingly, the abovenomenclature should not be utilized to limit the scope of the claimedinvention and is utilized herein for exemplary purposes in describingimplementations of the present disclosure.

FIGS. 2A and 2B provide a tire pre-conditioning system 100 forburnishing beads T_(BL), T_(BU) of a pneumatic tire T. The tirepre-conditioning system 100 includes an upper mandrel 10 and a lowermandrel 10′ axially aligned with one another and fixed to a respectiveshaft 22, 22′ for common rotation about a longitudinal axis L. A portionof each shaft 22, 22′ may extend through the respective opening 20, 20′and define a slip sleeve 24, 24′ (FIG. 3A) for directing pressurized airto inflate the tire T. Slip sleeve 24, 24′ (also known as a slipcoupling) is effective for transferring pressurized air from conduit 25,25′ into the tire to inflate the tire even when shaft 22, 22′ rotates.The mandrels 10, 10 a each include the leading edge 12, 12′, thetrailing edge 14, 14′, and the tapered sidewall 16, 16′ interconnectingthe leading edge 12, 12′ and the trailing edge 14, 14′. In someexamples, the first radius associated with each leading edge 12, 12′ issubstantially the same, while in other examples, the first radiusassociated with the leading edge 12 of the upper mandrel 10 is differentthan the first radius associated with the leading edge 12′ of the lowermandrel 10′. Additionally or alternatively, the second radius associatedwith the trailing edge 14 of the upper mandrel 10 and the second radiusassociated with the trailing edge 14′ of the lower mandrel 10′ may bethe same or different. Thus, the length and/or slope of the taperedsidewalls 16, 16′ may be the same or different.

The tire T includes an upper sidewall T_(SU), a lower sidewall T_(SL),and a thread surface T_(T) joining the upper sidewall T_(SU) to thelower sidewall T_(SL). The upper sidewall T_(SU) may rise away from thetread surface T_(T) to a peak and subsequently descend at a slope toterminate at and form the circumferential upper bead, T_(BU); similarly,the lower sidewall T_(SL) may rise away from the tread surface T_(T) toa peak and subsequently descend at a slope to terminate at and form thecircumferential lower bead T_(BL). The upper bead T_(BU) may form acircular, upper tire opening T_(OU), while the lower bead T_(BL) mayform a circular, lower tire opening T_(OL).

FIG. 2A shows the mandrels 10, 10′ axially spaced apart from one anothersuch that the openings 20, 20′ are coaxial with the longitudinal axis Land the shafts 22, 22′ are substantially collinear with the longitudinalaxis L. The tire T is disposed between the pair of mandrels 10, 10′ suchthat the upper and lower tire opening T_(OU), T_(OL) are coaxial withthe longitudinal axis L. In some examples, the mandrels 10, 10′ areconfigured to move axially toward one another in opposite directions.For instance, the upper mandrel 10 may move axially downward until theleading edge 12 passes through the upper tire opening T_(OU) and thesidewall 16 is in opposed contact with the upper bead T_(BU). Similarly,the lower mandrel 10′ may move axially upward until the leading edge 12′passes through the lower tire opening T_(OL) and the sidewall 16′ is inopposed contact with the lower bead T_(BL).

FIG. 2B shows the pair of frusto-conical mandrels 10, 10′ each axiallymoved toward one another such that the exterior of each sidewall 16, 16′is in opposed contact with the respective bead T_(BU), T_(BL) of thetire T. The leading edges 12, 12′ may be axially spaced apart from oneanother or may touch. A distal end of each shaft 22, 22′ may besubstantially flush with the respective leading edge 12, 12′ or mayaxially extend thru the respective opening 22, 22′ and away from therespective leading edge 12, 12′. FIG. 2B shows the tire in anun-inflated state and the exterior surfaces of the sidewalls 16, 16′each simulating a bead seat surface of a road wheel. Accordingly, theaxial movement of the mandrels 10, 10′ into contact with the beadsT_(BU), T_(BL) of the tire T simulates the mounting of the uninflatedtire T onto a road vehicle wheel. In some implementations, one or bothof the shafts 22, 22′ defines the slip sleeve 24, 24′ (FIGS. 3A-3F) fordirecting pressurized air into a circumferential air cavity T_(AC)(FIGS. 3A-3F) of the tire T for inflating the tire T. The tire T may beinflated to a pressure that provides sufficient tension between eachcircumferential bead T_(BU), T_(BL) of the tire T and the respectivemandrel 10, 10′ in contact therewith. In some examples, a portion of atleast one of the sidewalls 16, 16′ may be roughened and/or includeabrasive materials to help facilitate the burnishing of the beadsT_(BU), T_(BL) of the tire T. Additionally or alternatively, at leastone of the sidewalls 16, 16′ may include an axial stop 616 (FIGS. 6 and7) that protrudes radially outward for limiting axial movement of thetire T when the mandrels 10, 10′ move toward one another and the tire Tis inflated. Once inflated, the mandrels 10, 10′ may rotate about thelongitudinal axis L relative to the tire T to cause the exterior of eachtapered sidewall 16, 16′ to burnish excess material from the beadsT_(BU), T_(BL) of the tire T in contact therewith.

FIGS. 3A-3F provide isometric cross-sectional views of the tirepre-conditioning system 100 for burnishing/removing excess material fromupper and lower beads T_(BU), T_(BL) of the tire T prior to mounting thetire T onto a vehicle wheel. The system 100 includes the pair ofmandrels 10, 10′ axially opposing one another and fixed for commonrotation with respective shafts 22, 22′, and the tire T disposed betweenthe mandrels 10, 10′. More specifically, the system 100 may include anupper portion 200 associated with the upper mandrel 10 and a lowerportion 200′ associated with the lower mandrel 10′. In someconfigurations, the upper portion 200 includes the following components:the upper mandrel 10, an upper rotary drive unit 202, an upper lineardrive unit 204, an upper air pressure source 206, and an upper reliefvalve 208. Similarly, the lower portion 200′ may include the followingcomponents: the lower mandrel 10′, a lower rotary drive unit 202′, alower linear drive unit 204′, a lower air pressure source 206′, and alower relief valve 208′. Linear drive unit 204, 204′ can be any type oflinear drive mechanisms including hydraulically, electrically, orpneumatically powered mechanism that effectuate linear motion. In someexamples, the upper and lower air pressure sources 206, 206′ areassociated with a single air pressure source. Air pressure source 206,206′ can include any number of mechanisms used to generate pressurizedair including electrically, pneumatically, or hydraulically powered airpressure generating mechanisms. The system 100 includes a controller 210in communication with each of the components 202-208 of the upperportion 200 and each of the components 202′-208′ of the lower portion200′. Controller 210 can be any type of controller used to controlindustrial processes such as an electronic controller (digital,microprocessor, or analog).

In some implementations, each shaft 22, 22′ defines a respective slipsleeve 24, 24′ for directing pressurized fluid therethrough. Forinstance, the slip sleeve 24 of the upper shaft 22 is in fluidcommunication with the upper air pressure source 206 via an upper airconduit 25, while the slip sleeve 24′ of the lower shaft 22′ is in fluidcommunication with the lower air pressure source 206′ via a lower airconduit 25′. In some examples, each relief valve 208, 208′ is disposedwithin the respective air conduit 25, 25′ and operative between a closedstate for retaining pressurized fluid 306 (FIG. 3C) within therespective conduit 25, 25′ and an open state for releasing pressurizedfluid 306 out of the respective conduit 25, 25′. The controller 210 maycontrol each of the valves 208, 208′ between the open and closed states.Moreover, the controller 210 may control the air pressure source 206,206 for supplying pressurized air through the respective slip sleeve 24,24′.

The system 100 may also include a tire vice 214 configured to supportthe tire T between the pair of mandrels 10, 10′. Specifically, the tirevice 214 may enclose the tread T_(T) of the tire T and a portion of theupper and lower sidewalls T_(SU), T_(SL). A linear actuator 216 incommunication with the controller 210 may move the tire vice 214radially inward and against the sidewalls T_(SU), T_(SL) to retain thetire T in a stable position such that the lower tire opening T_(OL) andthe upper tire opening T_(OU) are both coaxial with the longitudinalaxis L. Linear actuator 216 can be any type of linear actuatormechanisms including hydraulically, electrically, or pneumaticallypowered mechanisms that effectuate linear motion. As will becomeapparent, the tire vice 214 also limits radial expansion of the tire Twhen the tire T is inflated. Moreover, the linear actuator 216 maycontrol the tire vice 214 to maintain a desirable degree of tensionbetween the beads T_(BL), T_(BU) and the sidewalls 16, 16′ of eachrespective mandrel 10, 10′.

FIG. 3A shows the upper mandrel 10 and the lower mandrel 10′ axiallyspaced apart from one another such that the openings 20, 20′ are coaxialwith the longitudinal axis L and the shafts 22, 22′ are substantiallycollinear with the longitudinal axis L. The tire T is disposed betweenthe pair of mandrels 10, 10′ such that the upper and lower tire openingT_(OU), T_(OL) are coaxial with the longitudinal axis L. In someexamples, the mandrels 10, 10′ are configured to move axially toward oneanother in opposite directions.

FIG. 3B shows the upper linear drive unit 204 axially moving the uppershaft 22 and upper mandrel 10 fixedly attached thereto in a firstdirection 301 toward the tire T underneath (e.g., relative to the viewof FIG. 3B), while the lower linear drive unit 204′ axially moves thelower shaft 22′ and lower mandrel 10′ fixedly attached thereto in anopposite second direction 302 toward the tire T above (e.g., relative tothe view of FIG. 3B). Here, the controller 210 may send lineardisplacement signals to each of the linear drive units 204, 204′ thatcommand the axial displacement of the mandrels 10, 10′ toward oneanother. For instance, the upper mandrel 10 may move axially downwarduntil the leading edge 12 passes through the upper tire opening T_(OU)and the sidewall 16 is in opposed contact with the upper bead T_(BU).Similarly, the lower mandrel 10′ may move axially upward until theleading edge 12′ passes through the lower tire opening T_(OL) and thesidewall 16′ is in opposed contact with the lower bead T_(BL).

Alternatively, one or both of the mandrels 10, 10′ may move in theiraxial directions toward the tire opening T_(OU) until the sidewalls 16,16′ are opposing their respective bead T_(BU), T_(BL), but separatedtherefrom by a gap. Here, a rapid supply of pressurized fluid 306 (FIG.3C) into the circumferential air cavity T_(AC) of the tire T from one orboth of the air pressure sources 206, 206′ may cause the upper beadT_(BU) to expand axially upward and into contact with the taperedsidewall 16, and the lower bead T_(BL) to expand axially downward andinto contact with the tapered sidewall 16′.

Referring to FIG. 3C, the tire T includes the circumferential air cavityT_(AC) in fluid communication with each of the slip sleeves 24, 24′ andalso the air pressure sources 206, 206′. Once the upper bead T_(BU) isin opposed contact with upper sidewall 16 of the upper mandrel 10 andthe lower bead T_(BL) is in opposed contact with the lower sidewall 16′of the lower mandrel 10′, the circumferential air cavity T_(AC) of thetire T is effectively sealed so that one or both of the air pressuresources 206, 206′ may supply pressurized fluid 306 (e.g., air) to thecircumferential air cavity T_(AC) to inflate the tire T to a desiredpressure. In view of the foregoing, the air pressure source(s) 206, 206′may rapidly supply the pressurized fluid 306 (e.g., air) while a gapexists between each bead T_(BU), T_(BL) and the corresponding opposingsidewall 16, 16′, thereby causing the tire T to expand until the beadsT_(BU), T_(BL) contact the sidewalls 16, 16′ to seal the circumferentialair cavity T_(AC) of the tire T. In some examples, the pressurized fluid306 is nitrogen or another gas. Additionally, the linear actuator 216may move the tire vice 214 radially inward (e.g., in a radial direction316 toward the tire T) to maintain tension between each bead T_(BL),T_(BU) and the respective sidewall 16, 16′ of each mandrel 10, 10′.

In some examples, the system 100 uses both air pressure sources 206,206′ to supply the pressurized fluid 306 for decreasing the inflationtime. In other examples, the system 100 only includes one of the airpressure sources 206, 206′ for supplying the pressurized fluid toinflate the tire T. In some implementations, the system 100 includesboth air pressure sources 206, 206′ but the controller 210 opts to onlysupply the pressurized fluid from one of the air pressure sources 206,206′. Each relief valve 208, 208′ is in the closed state to prevent thepressurized fluid 306 from escaping out of the conduits 25, 25′ wheninflating the tire T with the pressurized fluid 306.

Once the tire T is inflated with the pressurized fluid 306 (e.g., air),the system 100 may burnish the tire T by rotating the mandrels 10, 10′relative to the tire T, and thereby remove excess material from theupper bead T_(BU) and the lower bead T_(BL) and/or roughen the surfacesof the beads T_(BU),T_(BL). FIG. 3D shows the upper rotary drive unit202 rotatably moving the upper shaft 22 about the longitudinal axis L ina first rotatable direction 303 and the lower rotary drive unit 202′rotatably moving the lower shaft 22′ about the longitudinal axis L in asecond rotatable direction 304. The rotatable directions 303, 304 may bethe same (e.g., both clockwise or both counterclockwise) or different(e.g., one clockwise and the other counter clockwise). In someconfigurations, the controller 210 may rotate at least one of the shafts22, 22′ one direction for a predetermined period of time and then rotatethe at least one shaft 22, 22′ in the opposite direction.

As the mandrels 10, 10′ are fixed to the shafts 22, 22′, rotation by theshafts 22, 22′ causes the mandrels 10, 10′ to commonly rotate andburnish the tire. Here, the upper sidewall 16 of the upper mandrel 10removes excess material from the upper bead T_(BU) when the uppermandrel 10 rotates in the first rotatable direction 303 relative to thetire T. In some examples, rotation by the upper mandrel 10 while incontact with the upper bead T_(BU) is effective to roughen the surfaceof the upper bead T_(BU) to condition the upper bead T_(BU) whenmounting the tire to a wheel.

Similarly, the lower sidewall 16′ of the lower mandrel 10′ removesexcess material from the lower bead T_(BL) when the upper mandrel 10′rotates in the second rotatable direction 304 relative to the tire T. Insome examples, rotation by the lower mandrel 10′ while in contact withthe lower bead T_(BL) is effective to roughen the surface of the lowerbead T_(BL) to condition the lower bead T_(BL) when mounting the tire Tto a wheel.

In the alternative (i.e., see FIG. 8), the system 100 may burnish thetire T simply due to the expansion of the tire when the pressurized air306 is received within the air cavity T_(AC) without rotating themandrels 10, 10′ relative to the tire T. Rather, the expanding tire T ismoving relative to the mandrels 10, 10′. For instance, the pressurizedcircumferential air cavity T_(AC) may cause the upper bead T_(BU) tomove axially upward against the sidewall 16 of the upper mandrel 10,while similarly causing the lower bead T_(BL) to move axially downwardagainst the sidewall 16′ of the lower mandrel 10′. Here, the axialmovement of the beads T_(BU), T_(BL) relative to, and in contact with,the corresponding sidewalls 16, 16′ is sufficient to remove excessmaterial from the upper bead T_(BU) and the lower bead T_(BL) and/orroughen the surfaces of the beads T_(BU),T_(BL).

Referring to FIG. 3E, the controller 210 commands the rotary drive units202, 202′ to cease rotating the shafts 22, 22′ and respective mandrels10, 10′ fixedly attached thereto when the burnishing process iscomplete. In some examples, the controller 210 sets a timer once theshafts 22, 22′ commence rotation about the longitudinal axis L andcommands the rotary drive units 202, 202′ to cease rotating the shafts22, 22′ at the end of a predetermined burnishing time period.Accordingly, when the burnishing process is complete, the controller 210may command the relief valves 208, 208′ to transition to the open state,and thereby permit the pressurized fluid 306 (e.g., air) to release fromthe circumferential air cavity T_(AC) via each of the respective airconduits 25, 25′. Here, the tire is deflated to release the tensionbetween each bead T_(BU),T_(BL) and the respective mandrel 10, 10′ sothat the mandrels 10, 10′ can be axially moved away from one another forremoving the tire T from the system 100.

FIG. 3F shows the upper linear drive unit 204 axially moving the uppershaft 22 and upper mandrel 10 fixedly attached thereto in the seconddirection 302 away from the tire T underneath (e.g., relative to theview of FIG. 3F), while the lower linear drive unit 204′ axially movesthe lower shaft 22′ and lower mandrel 10′ fixedly attached thereto inthe opposite first direction 301 away from the tire T above (e.g.,relative to the view of FIG. 3F). Here, the controller 210 may sendlinear displacement signals to each of the linear drive units 204, 204′that command the axial displacement of the mandrels 10, 10′ away fromone another. For instance, the upper mandrel 10 may move axially upwardto pull the leading edge 12 out of the air cavity T_(AC) via the uppertire opening T_(OU) and disengage the sidewall 16 from contact with theupper bead T_(BU). Similarly, the lower mandrel 10′ may move axiallydownward to pull the leading edge 12′ out of the air cavity T_(AC) viathe lower tire opening T_(OL) and disengage the sidewall 16′ fromcontact with the lower bead T_(BL). The controller 210 may also commandthe linear actuator 216 to move the tire vice 214 radially outward andaway from the tread T_(T) of the tire T so that the burnished tire T maybe removed from the system 100. A new uninflated tire T requiringburnishing may then be disposed axially between the upper and lowermandrels 10, 10′, inflated, burnished, deflated, and removed asdescribed above in FIGS. 3A-3F.

While the orientation of the system 100 in FIGS. 2A-3F depicts anorientation with “upper” and “lower” portions 200, 200′, respectively,the system 100 is not limited to the orientation depicted in FIGS.2A-3F. In other configurations, the system 100 may be adapted such thatthe linear drive units 204, 204′ move the shafts 22, 22′ and mandrels10, 10′ horizontally/laterally toward one another to place therespective sidewalls 16, 16′ in opposed contact with the beads T_(BU),T_(BL).

Referring to FIGS. 4A-4C, a mandrel 10 a is provided that may be used bya tire pre-conditioning system 100 a (FIG. 5) in place of the uppermandrel 10 and/or the lower mandrel 10′ of FIGS. 2A-3F. In view of thesubstantial similarity in structure and function of the componentsassociated with the mandrel 10 with respect to the mandrel 10 a, likereference numerals are used hereinafter and in the drawings to identifylike components while like reference numerals containing letterextensions are used to identify those components that have beenmodified.

FIG. 4A shows the mandrel 10 a including the leading edge 12 having thefirst radius, the trailing edge 14 having the second radius greater thanthe first radius, and a tapered sidewall 16 a interconnecting theleading edge 12 and the trailing edge 14. As with the mandrel 10 of FIG.1, the mandrel 10 a defines a conical or frusto-conical shape andincludes the leading surface 18 having the outer periphery defined bythe leading edge 12 and defining the shaft opening 20 for fixedlymounting the mandrel 10 to the rotatable shaft 22 (FIG. 5). The taperedsidewall 16 a includes a burnishing region 416 axially disposed betweenthe leading edge 12 and the trailing edge 14 and circumferentiallyextending around the tapered sidewall 16 a. The burnishing region 416 isconfigured to axially align with the respective upper bead T_(BU) orlower bead T_(BL) of the tire T for removing excess material therefromwhen the mandrel 10 a rotates relative to the tire T.

Referring to FIG. 4B, a detailed view within circle 4B of FIG. 4A showsthe burnishing region 416 defined by a series of apertures 418 formedthrough the sidewall 16 a and including an abrasive material 420 forfacilitating the removal of excess material from the respective beadT_(BU), T_(BL). The abrasive material 420 may be impregnated with thematerial forming the mandrel 10 a or may be deposited thereon using anysuitable technique.

FIG. 4C provides a cross-sectional view taken along line 4C-4C of FIG.4B. In some examples, the surface of sidewall 16 a within the burnishingregion 416 may be roughened to further facilitate the removal of excessmaterial from the tire bead. Accordingly, the surface of the sidewall 16may be include the abrasive material 420 and/or be roughened forremoving excess material from the respective upper bead T_(BU) or lowerbead T_(BL) in contact therewith when the mandrel 10 a rotates relativeto the tire T. Moreover, one or more of the apertures 418 formed throughthe sidewall 16 a may be defined by cambered walls 419 for shaving offthe excess material from the tire T. In some examples, the walls 419 maybe sharpened. In some examples, one or more of the apertures 418 aredefined by straight/perpendicular walls 419 for shaving off the excessmaterial from the tire T.

FIG. 5 provides a tire pre-conditioning system 100 a for burnishing thebeads T_(BL), T_(BU) of the pneumatic tire T using an upper mandrel 10 aand a lower mandrel 10 a′ each having the burnishing region 416, 416′circumferentially extending around the respective sidewall 16 a, 16 a′.The example shows the pair of frusto-conical mandrels 10 a, 10 a′ eachaxially moved toward one another such that the exterior of each sidewall16 a, 16 a′ is in opposed contact with the respective bead T_(BU),T_(BL) of the tire T. The mandrels 10 a, 10 a′ may be axially displacedso that the burnishing regions 416, 416′ are each axially aligned and inopposed contact with the respective bead T_(BU), T_(BL) of the tire T.The tire T has been inflated (e.g., by directing pressurized air via oneor both of the slip sleeves 24, 24′ into the circumferential air cavityT_(AC)) to provide sufficient tension between the each circumferentialbead T_(BU), T_(BL) of the tire T and the respective mandrel 10 a, 10 a′in contact therewith. Accordingly, the upper shaft 22 and upper mandrel10 a fixedly attached thereto may rotate about the longitudinal axis L(e.g., first rotatable direction 303) relative to the tire T to removeexcess material from the upper bead T_(BU). Similarly, the lower shaft22′ and lower mandrel 10 a′ fixedly attached thereto may rotate aboutthe longitudinal axis L (e.g., second rotatable direction 304) relativeto the tire T to remove excess material from the lower bead T_(BL).

Referring to FIG. 6, a mandrel 10 b is provided that may be used by atire pre-conditioning system 100 b (FIG. 7) in place of the uppermandrel 10 and/or the lower mandrel 10′ of FIGS. 2A-3F. In view of thesubstantial similarity in structure and function of the componentsassociated with the mandrel 10 with respect to the mandrel 10 b, likereference numerals are used hereinafter and in the drawings to identifylike components while like reference numerals containing letterextensions are used to identify those components that have beenmodified.

The mandrel 10 b may include the leading edge 12 having the firstradius, the trailing edge 14 having the second radius greater than thefirst radius, and a tapered sidewall 16 b interconnecting the leadingedge 12 and the trailing edge 14. As with the mandrel 10 of FIG. 1 andthe mandrel 10 a of FIG. 4A, the mandrel 10 b defines a conical orfrusto-conical shape and includes the leading surface 18 having theouter periphery defined by the leading edge 12 and defining the shaftopening 20 for fixedly mounting the mandrel 10 b to the rotatable shaft22 (FIG. 7). The tapered sidewall 16 b includes an axial stop 616protruding radially outward from, and circumferentially extendingaround, the tapered sidewall 16 b between the leading edge 12 thetrailing edge 14. In some examples, the axial stop 616 is disposedcloser to the trailing edge 14 than the leading ledge of the mandrel 10b. The axial stop 616 is configured to limit axial movement of the tireT when the mandrel 10 b is in contact with the tire T and the tire T isinflated.

The tapered sidewall 16 b, or portion thereof, may be associated with aspecific roughness and/or geometry for optimally burnishing the beadT_(BL), T_(BU) (FIG. 7) of the tire T in contact therewith when themandrel 10 b rotates relative to the tire T while contacting the beadsurface T_(BL), T_(BU). For instance, the sidewall 16 b may be roughenedbetween the axial stop 616 and the leading edge 12 of the mandrel 10 b.In some configurations, the mandrel 10 b incorporates the burnishingregion 416 of the mandrel 10 a of FIGS. 4A-4C. For instance, theburnishing region 416 may extend circumferentially around the sidewall16 b between the axial stop 616 and the leading edge 12. A pair ofmandrels 10 b, 10 b′ (FIG. 7) may cooperate to burnish respective onesof the circumferential upper bead T_(BU) and the circumferential lowerbead T_(BL) of the tire T when each of the mandrels 10 b, 10 b′ rotaterelative to the tire while contacting the beads T_(BL), T_(BU).

FIG. 7 provides a tire pre-conditioning system 100 b for burnishing thebeads T_(BL), T_(BU) of the pneumatic tire T using an upper mandrel 10 band a lower mandrel 10 b′ each having the axial stop 616 protrudingradially outward from, and extending circumferentially around, therespective sidewall 16 b, 16 a′. The example shows the pair offrusto-conical mandrels 10 b, 10 b′ each axially moved toward oneanother such that the exterior of each sidewall 16 b, 16 b′ is inopposed contact with the respective bead T_(BU), T_(BL) of the tire T.The tire T has been inflated (e.g., by directing pressurized air via oneor both of the slip sleeves 24, 24′ into the circumferential air cavityT_(AC)) to provide sufficient tension between the each circumferentialbead T_(BU), T_(BL) of the tire T and the respective mandrel 10 b, 10 b′in contact therewith. The upper axial stop 616 is configured to preventthe upper bead T_(BU) from riding up the respective sidewall 16 b past alocation of the axial stop 616 as the leading edge 12 of the uppermandrel 10 b moves axially downward into the circumferential air cavityT_(AC). Similarly, the lower axial stop 616′ is configured to preventthe lower bead T_(BL) from riding down the respective sidewall 16 b′past a location of the axial stop 616′ as the leading edge 12′ of thelower mandrel 10 b′ moves axially upward into the circumferential aircavity T_(AC). Accordingly, the upper shaft 22 and upper mandrel 10 bfixedly attached thereto may rotate about the longitudinal axis L (e.g.,first rotatable direction 303) relative to the tire T to remove excessmaterial from the upper bead T_(BU). Similarly, the lower shaft 22′ andlower mandrel 10 b′ fixedly attached thereto may rotate about thelongitudinal axis L (e.g., second rotatable direction 304) relative tothe tire T to remove excess material from the lower bead T_(BL).

In view of the foregoing, the upper and lower mandrels 10, 10′ of FIGS.2A-3F may incorporate the burnishing regions 416, 416′ of the mandrels10 a, 10 a′ of FIGS. 4A-5 and/or the axial stops 616, 616′ of themandrels 10 b, 10 b′ of FIGS. 6 and 7. The tire pre-conditioning system100, 100 a, 100 b may be adapted to remove excess material from tires ofdifferent sizes and/or different types. Two air pressure sources 206,206′ may be used to decrease the inflation time of the tire T, andhence, decrease the overall time of the burnishing process. However, asingle pressure source may be used to inflate the tire. Moreover, themandrels 10, 10′ used by the system 100, 100 a, 100 b may beinterchangeable to accommodate different size/type tires and/or based onburnishing specifications for the given tire.

FIG. 8 provides a tire pre-conditioning system 100 c forburnishing/removing excess material from the upper and lower beadsT_(BU), T_(BL) of the tire T without rotating the upper mandrel 10 andthe lower mandrel 10′ relative to the tire T. In view of the substantialsimilarity in structure and function of the components associated withthe tire pre-conditioning system 100 with respect to the tirepre-conditioning system 100 c, like reference numerals are usedhereinafter and in the drawings to identify like components while likereference numerals containing letter extensions are used to identifythose components that have been modified.

The system 100 c may include an upper portion 200 c associated with theupper mandrel 10 and a lower portion 200 c′ associated with the lowermandrel 10′. More specifically, the upper portion 200 c and the lowerportion 200 c′ are substantially identical to the upper portion 200 andthe lower portion 200′, respectively, of the system 100 of FIGS. 3A-3Fdescribed above, except that the upper and lower portions 200 c, 200 c′omit the rotary drive unit 202, 202′. Once the upper bead T_(BU) is inopposed contact with upper sidewall 16 of the upper mandrel 10 and thelower bead T_(BL) is in opposed contact with the lower sidewall 16′ ofthe lower mandrel 10′, the circumferential air cavity T_(AC) of the tireT is effectively sealed so that one or both of the air pressure sources206, 206′ may supply pressurized fluid 306 (e.g., air) to thecircumferential air cavity T_(AC) to inflate the tire T to a desiredpressure. In the alternative, the linear drive units 204, 204′ mayaxially move the mandrels 10, 10′ toward the tire T until the sidewalls16, 16′ are opposing and spaced apart from the corresponding beadsT_(BU), T_(BL), and the air pressure source(s) 206, 206′ rapidly supplypressurized fluid 306 to the air cavity T_(AC) to cause the beadsT_(BU), T_(BL) to expand into contact with the corresponding sidewalls16, 16′, and thereby effectively seal the circumferential air cavityT_(AC) of the tire T while the tire T inflates to the desired pressure.

As the pressurized fluid 306 inflates the tire T, the upper bead T_(BU)moves axially upward relative to the upper mandrel 10 while contactingthe upper sidewall 16 thereof and the lower bead T_(BL) moves axiallydownward relative to the lower mandrel 10′ while contacting the lowersidewall 16′ thereof. Here, the riding of the beads T_(BU), T_(BL)against their corresponding sidewalls 16, 16 is sufficient toburnish/remove excess material from the upper and lower beads T_(BU),T_(BL) of the tire T without rotating the upper mandrel 10 and the lowermandrel 10′ relative to the tire T. The upper and lower mandrels 10, 10′may incorporate the burnishing regions 416, 416′ of the mandrels 10 a,10 a′ of FIGS. 4A-5 and/or the axial stops 616, 616′ of the mandrels 10b, 10 b′ of FIGS. 6 and 7. The tire pre-conditioning system 100 c may beadapted to remove excess material from tires of different sizes and/ordifferent types. Two air pressure sources 206, 206′ may be used todecrease the inflation time of the tire T, and hence, decrease theoverall time of the burnishing process. However, a single pressuresource may be used to inflate the tire. Moreover, the mandrels 10, 10′used by the system 100 c may be interchangeable to accommodate differentsize/type tires and/or based on burnishing specifications for the giventire.

A number of implementations have been described. Nevertheless, it willbe understood that various modifications may be made without departingfrom the spirit and scope of the disclosure. Accordingly, otherimplementations are within the scope of the following claims.

1.-20. (canceled)
 21. A tire pre-conditioning system comprising: a firstmandrel attached to a first shaft, the first mandrel including a firstsidewall; a second mandrel attached to a second shaft, the secondmandrel including a second sidewall; and a controller in communicationwith the first mandrel and the second mandrel, the controller operableto: move the first mandrel and the second mandrel toward one anotheruntil the first sidewall of the first mandrel is opposing a first beadof a tire and the second sidewall of the second mandrel is opposing asecond bead of the tire, and supply pressurized fluid into an internalcavity of the tire for causing the first bead to move relative to thefirst mandrel while contacting the first sidewall to burnish the firstbead of the tire, and the second bead to move relative to the secondmandrel while contacting the second sidewall to burnish the second beadof the tire.
 22. The tire pre-conditioning system of claim 21, furthercomprising: a first linear actuator in communication with the controllerand the first shaft, the first linear actuator configured to axiallymove the first shaft in a first direction toward the second shaft and asecond direction away from the second shaft; a first rotary drive unitin communication with the controller and the first shaft, the firstrotary drive unit configured to rotate the first shaft about alongitudinal axis defined by the first shaft and the second shaft; asecond linear actuator in communication with the controller and thesecond shaft, the second linear actuator configured to axially move thesecond shaft in the second direction toward the first shaft and thefirst direction away from the first shaft; and a second rotary driveunit in communication with the controller and the second shaft, thesecond rotary drive unit configured to rotate the second shaft about thelongitudinal axis.
 23. The tire pre-conditioning system of claim 21,further comprising: a first air pressure source in communication withthe controller, the first air pressure source configured to supply thepressurized fluid to the internal cavity of the tire to inflate the tirewhen the first sidewall is in opposed contact with the first bead andthe second sidewall is in opposed contact with the second bead.
 24. Thetire pre-conditioning system of claim 23, wherein the first shaftdefines a first slip sleeve configured to direct the pressurized airfrom the first air pressure source to the internal cavity of the tire.25. The tire pre-conditioning system of claim 23, further comprising: asecond air pressure source in communication with the controller, thesecond air pressure source configured to supply the pressurized fluid tothe internal cavity of the tire to inflate the tire when the firstsidewall is in opposed contact with the first bead and the secondsidewall is in opposed contact with the second bead, wherein the firstair pressure source and the second air pressure source supply thepressurized fluid to the internal cavity of the tire concurrently. 26.The tire pre-conditioning system of claim 25, wherein the second shaftdefines a second slip sleeve configured to direct the pressurized airfrom the second air pressure source to the internal cavity of the tire.27. The tire pre-conditioning system of claim 21, wherein at least aportion of the first sidewall and the second sidewall includes abrasivematerials.
 28. The tire pre-conditioning system of claim 27, wherein theabrasive materials are impregnated within the first sidewall and thesecond sidewall.
 29. The tire pre-conditioning system of claim 21,wherein an exterior surface of at least one of the first sidewall andthe second sidewall is roughened.
 30. The tire pre-conditioning systemof claim 21, wherein at least one of the first sidewall and the secondsidewall includes a circumferential burnishing region defined by aseries of apertures formed through the at least one of the firstsidewall and the second sidewall.
 31. The tire pre-conditioning systemof claim 30, wherein one or more apertures of the series of aperturesare defined by cambered walls configured to shave off excess tirematerial.
 32. The tire pre-conditioning system of claim 21, furthercomprising: a circumferential axial stop radially protruding from atleast one of the first sidewall and the second sidewall, the axial stopconfigured to limit axial movement of the tire when the first sidewallis in opposed contact with the first bead of the tire and the secondsidewall of the second mandrel is in opposed contact with the secondbead of the tire.
 33. A method of pre-conditioning a tire, the methodcomprising: positioning the tire in a tire vice between a first mandreland a second mandrel spaced apart from the first mandrel, the firstmandrel and the second mandrel each attached to a respective shaft;moving the first mandrel and the second mandrel toward one another inopposite directions until a first sidewall of the first mandrel isopposing a circumferential first bead of the tire and a second sidewallof the second mandrel is opposing a circumferential second bead of thetire; when the first sidewall is opposing the first bead and the secondsidewall is opposing the second bead, providing pressurized fluid froman air pressure source to an internal cavity of the tire via a slipsleeve defined by the first shaft or the second shaft, wherein theproviding pressurized fluid to the internal cavity of the tire removesexcess tire material from the first bead and the second bead as thefirst bead moves relative to the first mandrel while in contact with thefirst sidewall and the second bead moves relative to the second mandrelwhile in contact with the second sidewall; moving the first mandrel andthe second mandrel away from one another; and removing the tire from thetire vice.
 34. The method of claim 33, wherein the circumferential firstbead and the circumferential second bead of the tire each define arespective tire opening coaxial with longitudinal axis defined by therespective shafts of the first mandrel and the second mandrel when thetire is positioned in the tire vice between the first mandrel and thesecond mandrel.
 35. The method of claim 33, wherein positioning the tirein the tire vice comprises positioning an uninflated tire in the tirevice.
 36. The method of claim 33, further comprising: after inflatingthe tire with the pressurized fluid, rotating the first mandrel and thesecond mandrel about the longitudinal axis relative to the tire toremove excess tire material from the first bead and the second bead. 37.The method of claim 33, further comprising: prior to moving the firstmandrel and the second mandrel away from one another, deflating the tireby opening an air release valve disposed in an air conduit fluidlyconnecting the air pressure source and the slip sleeve.
 38. The methodof claim 33, wherein exterior surfaces of the first sidewall and thesecond sidewall are at least one of roughened and include abrasivematerials.
 39. The method of claim 33, wherein at least one of the firstsidewall and the second sidewall defines a circumferential burnishingregion defined by a series of apertures.
 40. The method of claim 33,wherein at least one of the first sidewall and the second sidewallcomprises a circumferential axial stop protruding radially outward fromthe at least one of the first sidewall and the second sidewall.
 41. Atire pre-conditioning system for conditioning a bead of a tire,comprising: a burnisher attached to a shaft; and a controller incommunication with at least one of the burnisher and the tire, whereinthe controller is operable to: move one of the burnisher and the tireuntil the burnisher is opposing the bead of the tire; and supplypressurized fluid into an internal cavity of the tire for causing thebead to contact the burnisher to burnish the bead of the tire.
 42. Thetire pre-conditioning system of claim 41, further comprising: a linearactuator in communication with the controller and the shaft, wherein thelinear actuator is configured to move the shaft in a direction; and arotary drive unit in communication with the controller and the shaft,wherein the rotary drive unit is configured to rotate the shaft.
 43. Thetire pre-conditioning system of claim 41, further comprising: an airpressure source in communication with the controller, wherein the airpressure source is configured to supply the pressurized fluid to theinternal cavity of the tire to inflate the tire when the sidewall is incontact with the bead.
 44. The tire pre-conditioning system of claim 43,wherein the shaft defines a slip sleeve configured to direct thepressurized air from the air pressure source to the internal cavity ofthe tire.
 45. The tire pre-conditioning system of claim 41, wherein atleast a portion of the sidewall includes abrasive materials.
 46. Thetire pre-conditioning system of claim 45, wherein the abrasive materialsare impregnated within the sidewall.
 47. The tire pre-conditioningsystem of claim 41, wherein an exterior surface of the sidewall isroughened.
 48. The tire pre-conditioning system of claim 41, wherein thesidewall includes a circumferential burnishing region defined by aseries of apertures formed through the sidewall.
 49. The tirepre-conditioning system of claim 48, wherein one or more apertures ofthe series of apertures are defined by cambered walls configured toshave off excess tire material.
 50. The tire pre-conditioning system ofclaim 41, further comprising: a circumferential axial stop radiallyprotruding from the sidewall, wherein the axial stop is configured tolimit axial movement of the tire when the sidewall contacts the bead ofthe tire.
 51. A method of pre-conditioning a bead of a tire, the methodcomprising: positioning the tire proximate a burnisher; moving at leastone of the tire and the burnisher toward the other until a surface ofthe burnisher is opposing the bead of the tire; providing pressurizedfluid from an air pressure source to an internal cavity of the tire,wherein the providing of pressurized fluid to the internal cavity of thetire urges the tire bead against the burnisher thereby removing tirematerial from the tire bead as the bead contacts the burnisher; andmoving one of the tire and the burnisher away from the other.
 52. Themethod of claim 51, wherein the circumferential bead of the tire definesa tire opening.
 53. The method of claim 51, wherein the tire is anuninflated tire.
 54. The method of claim 51, further comprising: afterinflating the tire with the pressurized fluid, rotating one of the tireor the burnisher for removing tire material from the bead.
 55. Themethod of claim 51, further comprising: prior to moving one of the tireand the burnisher, further comprising deflating the tire by opening anair release valve disposed in an air conduit.
 56. The method of claim51, wherein the burnisher includes sidewalls that are at least one ofroughened and include one or more abrasive materials.
 57. The method ofclaim 51, wherein the burnisher includes sidewalls that define acircumferential burnishing region including a series of apertures. 58.The method of claim 51, wherein the burnisher includes sidewalls includea circumferential axial stop protruding at least partially radiallyoutward from the sidewall.
 59. A pre-conditioning system forconditioning a tire, the system comprising: a first bead-burnishingmandrel attached to a first shaft; a second bead-burnishing mandrelattached to a second shaft; an air pressure source in fluidcommunication with an internal cavity of the tire; and a controller incommunication with the first mandrel, the second mandrel and the airpressure source, the controller operable to: arrange the first mandreladjacent a first bead of the tire and the second mandrel adjacent asecond bead of the tire; and direct pressurized fluid from the airpressure source into the internal cavity of the tire for causing: thefirst bead to move while contacting the first bead-burnishing mandrel,and the second bead to move while contacting the second bead-burnishingmandrel.
 60. The pre-conditioning system of claim 59, furthercomprising: a first linear actuator in communication with the controllerand the first shaft, the first linear actuator configured to axiallymove the first shaft in a first direction toward the second shaft and asecond direction away from the second shaft; a first rotary drive unitin communication with the controller and the first shaft, the firstrotary drive unit configured to rotate the first shaft about alongitudinal axis defined by the first shaft and the second shaft; asecond linear actuator in communication with the controller and thesecond shaft, the second linear actuator configured to axially move thesecond shaft in the second direction toward the first shaft and thefirst direction away from the first shaft; and a second rotary driveunit in communication with the controller and the second shaft, thesecond rotary drive unit configured to rotate the second shaft about thelongitudinal axis.
 61. The pre-conditioning system of claim 59, whereinthe air pressure source includes: a first air pressure source incommunication with the controller, the first air pressure sourceconfigured to supply the pressurized fluid to the internal cavity of thetire to inflate the tire when the first bead-burnishing mandrel is inopposed contact with the first bead and the second bead-burnishingmandrel is in opposed contact with the second bead.
 62. Thepre-conditioning system of claim 61, wherein the first shaft defines afirst slip sleeve configured to direct the pressurized air from thefirst air pressure source to the internal cavity of the tire.
 63. Thepre-conditioning system of claim 61, wherein the air pressure sourceincludes: a second air pressure source in communication with thecontroller, the second air pressure source configured to supply thepressurized fluid to the internal cavity of the tire to inflate the tirewhen the first bead-burnishing mandrel is in opposed contact with thefirst bead and the second bead-burnishing mandrel is in opposed contactwith the second bead, wherein the first air pressure source and thesecond air pressure source supply the pressurized fluid to the internalcavity of the tire concurrently.
 64. The pre-conditioning system ofclaim 63, wherein the second shaft defines a second slip sleeveconfigured to direct the pressurized air from the second air pressuresource to the internal cavity of the tire.
 65. The pre-conditioningsystem of claim 59, wherein at least a portion of the firstbead-burnishing mandrel and the second bead-burnishing mandrel includesabrasive materials.
 66. The pre-conditioning system of claim 65, whereinthe abrasive materials are impregnated within the first bead-burnishingmandrel and the second bead-burnishing mandrel.
 67. The pre-conditioningsystem of claim 59, wherein an exterior surface of at least one of thefirst bead-burnishing mandrel and the second bead-burnishing mandrel isroughened.
 68. The pre-conditioning system of claim 59, wherein at leastone of the first bead-burnishing mandrel and the second bead-burnishingmandrel includes a circumferential burnishing region defined by a seriesof apertures formed through the at least one of the firstbead-burnishing mandrel and the second bead-burnishing mandrel.
 69. Thepre-conditioning system of claim 68, wherein one or more apertures ofthe series of apertures are defined by cambered walls configured toshave off excess tire material.
 70. The pre-conditioning system of claim59, further comprising: a circumferential axial stop radially protrudingfrom at least one of the first bead-burnishing mandrel and the secondbead-burnishing mandrel, the axial stop configured to limit axialmovement of the tire when the first bead-burnishing mandrel is inopposed contact with the first bead of the tire and the secondbead-burnishing mandrel of the second mandrel is in opposed contact withthe second bead of the tire.
 71. A method of pre-conditioning a tire,the method comprising: positioning the tire in a tire vice between afirst mandrel and a second mandrel axially spaced apart from the firstmandrel, the first mandrel and the second mandrel each fixedly attachedto a respective shaft defining a longitudinal axis; axially moving thefirst mandrel and the second mandrel toward one another in oppositedirections until a first tapered surface of the first mandrel isopposing a circumferential first bead of the tire and a second taperedsidewall of the second mandrel is opposing a circumferential second beadof the tire; when the first tapered surface is opposing the first beadand the second tapered sidewall is opposing the second bead, inflatingthe tire by providing pressurized fluid from an air pressure source influid communication with an internal cavity of the tire via a slipsleeve defined by the first shaft or the second shaft, wherein theinflating of the tire removes excess tire material from the first beadand the second bead as the first bead moves relative to the firstmandrel while in contact with the first tapered surface and the secondbead moves relative to the second mandrel while in contact with thesecond tapered surface; axially moving the first mandrel and the secondmandrel away from one another; and removing the tire from the tire vice.72. The method of claim 71, wherein the circumferential first bead andthe circumferential second bead of the tire each define a respectivetire opening coaxial with the longitudinal axis when the tire ispositioned in the tire vice between the first mandrel and the secondmandrel.
 73. The method of claim 71, wherein positioning the tire in thetire vice comprises positioning an uninflated tire in the tire vice. 74.The method of claim 71, further comprising: after inflating the tire,rotating the first mandrel and the second mandrel about the longitudinalaxis relative to the tire to remove excess tire material from the firstbead and the second bead.
 75. The method of claim 71, furthercomprising: prior to axially moving the first mandrel and the secondmandrel away from one another, deflating the tire by opening an airrelease valve disposed in an air conduit fluidly connecting the airpressure source and the slip sleeve.
 76. The method of claim 71, whereinexterior surfaces of the first tapered sidewall and the second taperedsidewall are at least one of roughened or comprise abrasive materials.77. The method of claim 71, wherein at least one of the first taperedsidewall or the second tapered sidewall defines a circumferentialburnishing region defined by a series of apertures.
 78. The method ofclaim 71, wherein at least one of the first tapered sidewall or thesecond tapered sidewall comprises a circumferential axial stopprotruding radially outward from the at least one of the first taperedsidewall or the second tapered sidewall.
 79. A method ofpre-conditioning a bead of a tire, the method comprising: positioningthe tire proximate a burnisher; moving at least one of the tire and theburnisher toward the other until a surface of the burnisher is opposingthe bead of the tire; inflating the tire by providing pressurized fluidfrom an air pressure source in fluid communication with an internalcavity of the tire, wherein the inflating of the tire urges the tirebead against the burnisher thereby removing tire material from the tirebead as the bead contacts the burnisher; and axially moving one of thetire and the burnisher away from the other.
 80. The method of claim 79,wherein the circumferential bead of the tire defines a tire opening. 81.The method of claim 79, wherein the tire is an uninflated tire.
 82. Themethod of claim 79, further comprising: after inflating the tire,rotating one of the tire or the burnisher for removing tire materialfrom the bead.
 83. The method of claim 79, further comprising: prior tomoving one of the tire and the burnisher, further comprising deflatingthe tire by opening an air release valve disposed in an air conduit. 84.The method of claim 79, wherein the burnisher includes tapered sidewallsthat are at least one of roughened or include one or more abrasivematerials.
 85. The method of claim 79, wherein the burnisher includestapered sidewalls that define a circumferential burnishing regionincluding a series of apertures.
 86. The method of claim 79, wherein theburnisher includes tapered sidewalls include a circumferential axialstop protruding at least partially radially outward from the taperedsidewall.